bbigrig

My buddy's son is a diesel tech. He's going to come by on Tuesday to go over the truck so it will run right and check everything over. More videos to come.

I am still astounded it fired up instantly.

Where on the DD does it tell the HP rating?

Should be on one of the sides or edges of the Valve covers. usually on or around the serial plate (the blue plate). If its a reliabuilt reman engine there will be a serial plate on the block near the head passenger side usually. Great find, Best of luck. Silver V892's were usually 435hp and 475hp that I can remember. Congrats!

3rd visit this year.....the kids want to come this time....oh boy.....

The question was addressed to Dave McKenna, Director Powertrain Sales & Marketing.

The answer was Volvo political. Dave's a Mack man that loves the V-8 product. However his new Swedish boss said the V-8 IS going to be terminated and the Volvo D16 IS going to be the new big power for Mack-branded trucks. What's Dave going to do? Argue with Olof (Persson)?

But Dave did get in, " I didn't like the decision then and frankly still don't like it now". That says it all.

The fact is, Mack had planned to relaunch the E9 V-8 in 2003 with Bosch electronic unit pump (EUP) injection. Revisions allowed it to meet the latest EPA standards while delivering superb power and fuel economy. However, Mack engineering was snubbed by Volvo Group. Volvo cancelled the pedigreed Mack E9 in favor of the upcoming Volvo D16 (renamed MP10).

But the Mack-Scania V-8 lives on......at Scania.

Besides being a really nice guy, Dave Mckenna is one of the few true "Mack Men" left under the Volvo regime. Good for him speaking up about the fate of the E9. My Father worked with Dave at Mack Canada and speaks very highly of him.

I'm running 2 brand new set back axle Pinnacles. getting excellent fuel mileage (Avg.8.3 mpg Impereal) and only fit and finish warranty issues to report at over 50,000kms since Feb 1st on each. What we gain in fuel mileage from what we had from our 2008 Pinnacle, we lose in DEF fluid with the plus of no regens so far. All good.

Not much to delete on an 05 there's no dpf, no screen, just egr and on those the turbos gave more trouble than anything else. I think the Borg Warner replacement turbos solved those issues but staxx would be the one to ask for sure.

The Borg Warner turbo's were problematic as well. 2 of my trucks had vane issues.

I had a 2005 CXN (355-380 Maxi cruise) that would puff black every once and a while (would make a choo-choo sound with it at times) wouldn't happen all the time but there were days when it did it would loose a lot of power and almost shut the truck down coughing black until you let off the throttle and let it "gain its composier". It turned out the Vanes in the Turbo were worn and starting to stick from time to time. Check the turbo operation....Seen the same problem with the 60 series DD EGR engines. Good luck.

Damn shame....always wished I could have got my hands on one of those single axle MH's

For one of my CXN's I was given 2 defective fuel senders out of the box. 3rd one seemed to be the charm. Seems to be a common issue with the supplier of these new tank senders.

Mack Mid-Liners (CS and MS) used Hydralic clutches aswell. The best way to bleed those is with a pressure bleeder.

In the case of a CS or MS 250 and 300 series truck (200 series was not offered with an air assist) they have an air assisted hydralicly controled slave clutch cylinder mounted to the transmission bell housing.

If you have oil in the air system at or in the slave cylinder (just in case you may be refering to that kind of an issue) you will need a new clutchslave cylinder assembly.

Before The Ram Brand moves back into heavy duty......Can they make a decent pickup first???

My brand new Ram3500 with a Cummins is the most disappointing hunk of junk I have had the displesure of owning. I miss my Ford Diesel already.

Now that Navistar has opted to use the Cummins ISX 15L motor, how will that effect the CAT relationship now that its clear the MAXXForce 15L is dead?

Keeping in mind the MAXXforce 15L is the redressed CAT C-15.

That and the CAT truck is basically a Navistar truck, will CAT be upset or loosing any money on the now non use of the C15 design?

Let the Lawsuits begin!!!!

Another way this series of engines has been known to "make oil" (more the fuel diluted type) has been through leaking o-rings at the Unit pump to block mating surfaces.

In one case at a fleet I worked at, of a 15 truck order 2 of our engine blocks were replaced because the bore of the unit pump o-ring mating surface wouldn't seal. Both trucks made so much oil it was coming out of the breather at the front timing cover. The Mack dealer tried thicker o-rings to no avail. The unit pump bore on a hole was oversized. 1 in each block. In some cases this will show signs of hard starting or loss of power due to poor fuel pressure in the feed cavity, but not in every case. As was stated before, if the level has been adjusted and she ain't makin oil.......Let that dog run.....

It is the DEF mixing chamber that hangs on the frame rails.I see a lot of these on day cabs.It allows you to have a shorter wheel base.

I am thinking about putting one of these on my new truck so I can keep my wheel base below 224" with 150gal tanks.I need the space for my APU.Instead of being on the frame its located behind cab

Alot of trucks being ordered for twin steering (very common in Ontario and Quebec as lift/self steer axles are pretty much useless here now) are being ordered with that type of exhaust. it was made available in the second year of 2010 emissions bulids. That set up was first used on the MR/LE trucks. On the twin steer trucks up here the DPF fits nicely between the steer axles. The rest of the junk is hanging behind the cab. The behind the cab setup is bigger and heavier then the frame mounted mixer when you add in the heavy brackets to hold that monster.

Damn! i gotta agree with that! it ain't easy to change ANY belt on a CX!.......................................Mark

Couldn't believe the crap I went through changing the Fan belt (Horton Fan) on one of my CXU's with an MP8. Not so much of a side of the road job anymore....sheeeesh...

this truck was built in Oakville as per the museum data that I received, also I will double check the door tag but from memory it is indicated that the truck was built in Oakville . and for the leafs I would love to have them as well . thanks for the comments

Whoops my Bad. I overlooked the fact that there would have been a few years of production before they shifted that model south when the plant was closed.

Reminds me of the 20 or so CH's that got built at Oakville in 89-90. I know that one of them still exists in Oakville, Ontario.

My apologies.

The "CL Elite Limited Edition" was only built with either the E9 500 V8 or the E7 400. The engines were painted Jet Black with chrome valve covers that had a gold mack truck emblem on each cover. I did some work for a company that set up the Mack truck shows across Canada back then and have pictures of a "Banzi Blue one I moved into the convention center for the Toronto truck show back then. They came with all kinds of special goodies from vendors with special warranties etc. I know at one time you were able to order the Alcoa aluminum wheels with the "CL Bulldog face" embossed into the wheel a couple of years after the truck ran its production. The trucks were available in about 8 colors if I remember correctly. A guy in Guelph Ontario still has a Colippso Red ( as called by Mack for the Elite CL program) one I have been trying to get my hands on with an E7400. The Owner is aware of what a jewel he's got. They came with the plastic Gold nut covers which started to flake off within a year of driving in Canada.

The spec was pretty limited to 12 and 40's but you could order vendor trans or axles on the rig if I'm not mistaken. I did always notice every Limited Edition seemed to have a siler/grey frame, not sure if that was standard? I even have a VHS tape that was distributed for the salesman at Mack to introduce the CL Elite program to the dealers.

I see numbers for Hayward and numbers for Macungie......what about the Superliner II's built in Oakville?

I know there was an RW643 (60 series Detroit assembled in Oakville that never hit the road)

Just for the heck of it (And for the fact we are talking about a Canuk owned Mack here) you should get gold maple leafs for under the dogs on your doors!

(yes I know that signifies An Oakville built truck and RB's were never built in Oakville)

Nice Rig by the way!

Has anyone looked at the new Super Econodyne package? Most people dont even know it exists, Mack sets up a pinnacle axle back with all the smart way aerodynamics and Michelin X-one tires, then puts in an MP8 445 Super Econodyne engine and M drive 12 spd transmission with a .78 OD, some 2.66 rears, yes 2.66 rears. the Super Econodyne package has its own engine programming to get the power band down low, it makes 445hp from 1500-1800rpm and 1750 tq from 1080-1380. It looks like the new setup will be pretty good for OTR fuel mileage getters, Oh and the new econodyne engines now have Econoboost torque curves. The MP8 505 Econodyne with Econoboost makes 1500 ft lbs under 1000rpm and stays over 1500 all the way to 1700rpm peaking at 1750 ft lbs, holding over 1500 ft lbs. for over 700 rpm, thats a pretty good toque curve for a 13 liter with emissions on it.

Our new Pinnacles are running the MP8445E engine. On some big grades I have been amazed letting that engine lug down to 1100rpm thinking I am going to need to down shift soon only to find I don't need to make a move. These MP8's seem to work harder down around 1200rpm. Coming out of the Mack ASET era I was really surprised by the low end torque and stamina of the MP8. We are shifting alot less on any hilly terrain with these motors. Running 13spd Fullers with Merritor 3.55's seems to work great for us getting high 7's (mpg) with 44,000 payloads. The super Econodyne sounds great, but I and my dog salesman are skeptical about its pulling power and fuel mileage on constant hilly terrain. I would love to test one out someday!

We just bought 2 brand new Macks......My Family has been involved with Mack since the late 50's....... I grew up around them, have restored them, drove them, fixed them, and still love them.

Mack may have alot of Volvo in them and I have always had the option of going and buying a Volvo. But I don't, because Mack still represents a brand that I have pride in owning.

I am a firm believer that owning a Mack says something about a person.

Mack is still part of my fabric. It may be under "new managment" but still employs the same Mack people as far back as the 70's. So to me its still Mack. (If it was Cummins powered it could still be a Mack)

I just came back from a trip in one of the new Macks. Loved it!

As long as My new Macks will turn a buck and I can go buy more old Macks to fix up, My wonderful "circle of life" around Macks will continue.(My Daughters love Macks too.)

So reluctantly, Thanks Volvo for keeping the Mack Brand alive.

P.S. You will never see me owning one of those Swedish meatballs if I can help it!

We had an MH with Camelback. That MH rode just as good as any of our air ride Macks Cabover or Conventional.

Air ride seems to last longer for us, its lighter, and is better for resale from our experience.

These days we have to buy air ride because our customers demand it for their "delicate" freight. (really for no good reason)

I would be just fine with Camelback as long as the trunion holds up. (seen a lot of these fail lately)

My E7 454 in a 97' CH was probably the best engine we ever ran. We have had good E6's and great E7's. Our E-techs were pretty good except the cams we went through.

The E9 was a friggen stump puller but wasn't so great on fuel.

The worst batch of engines were the ASET engines (02-07) it was such a shame having a beutiful CHN Rawhide with that 460xt (487hp) She looked great but couldn't cook. Everyone of the ASET's we owned needed a turbo and EGR valve by 900,000kms.

The MP8's have only had injector cup issues, even after the stainless conical cups were installed. Except for one of our 2013's being down right now waiting for injector's I love the grunt and fuel mileage of our MP8's

The middle picture showing the one owned by George Tackaberry has insane miles on it.

Last time I knew it was still under 1,000 original miles.

Just crazy!

I heard the story on the Cruiseliner was that it was bought with a Government grant by someone in NY state who wanted to start a company. The truck never even made it on the road and was in storage since the original owner took delivery. It was found under a tarp while Tackaberry was looking at another truck he made the trip down to buy. Talk about hidden tresures!

Macungie

M series were also built in Oakville, Canada along side of the CL350